Throttle system and method



Feb. 10, 1953 w. w. CUSHMAN 7, 7

THROTTLE SYSTEM AND METHOD Filed Dec. 29, 1948 IN VEN TOR.

Patented Feb. 10, 1953 UNITED STATES PATENT OFFICE THROTTLE SYSTEM AND METHOD Walton W. Cushman,Webb City, Mo.

Application December 29, 1948, Serial No. 67,907

(Granted under Title 35,11. s. Code (19.52).

sec. 266) 6 Claims.

The invention described herein, if .patented,

may be manufactured and used by or for the Government for governmental purposes, without the payment to me of any royalty thereon.

This invention relates to internal combustion engines and has for its primary object to rearrange or modify the throttling system of such engines, so as to generally improve the efficiency thereof.

The emission of exhaust fumes from the inter-- as to therespiratory system. The amount of carbon monoxide present in the exhaust gases, however, remains relatively constant at'between' 3% and 7% with the average nearer the upper limit. Obviously, this amount of carbon monoxide in the atmosphere of even a very large warehouse is not only dangerous per se, but also has the effect of dulling the senses of the workers beyond the point of rapid reaction and normal precaution.

Also, in the normal operation of gasoline-powered vehicles wherein the engine RPM undergoes repeated variations of acceleration and deceleration, it is well known that the so-called oilpumping is attributable to the high vacuum produced within the combustion chamber.

Moreover, it is well known that the high car- "bon monoxide content of the exhaust gases is due principally to improper'carburetion wherein the mixtureof air and vaporized gasoline is neither constant nor eflicient. This high carbon monoxide content can be substantially reduced by providing a more or less constant compression pressure in the combustion chamber.

Another object of the invention, therefore, consists in a novel method of preparing cylinder charges by controlling the flow of live fuel into the cylinders in inverse proportion to the flow of exhaust gases into the cylinders, solely by means of the exhaust gases themselves.

It is a further object of the present invention to reduce the percentage of carbon monoxide in the exhaust gases of internal combustion engines.

It is another object of the invention to provide an internal combustion engine which will operate "all times.

Another object of the invention resides in tlle provision of an internal combustion engine in which the conventional throttle valve iseither eliminated or else permanently fixed in fully open position, and a proportioning valve mounted in a position to regulate and proportion the ratio of exhaust gases to combustible mixture entering the engine cylinder.

Other objects and advantages of the invention will be apparent from the following description when taken in connection with the accompanying drawings, in which Figure 1 is a side elevational view of an internal combustion engine with the novel apparatus applied thereto, and shown partly in section;

Figure 2 is an enlarged detail view, partly in section showing the relation of the exhaust pipe and the conduit for carrying exhaust gases-to the fuel supply system; and

Figure 3 is a sectional viewof a slightly modified construction.

Inasmuch as the invention relates solely to the fuel supply system of an internal combustion engine and a novel method for preparing the charges for the cylinder, the drawings show the engine in only a general way, as indicated by the reference numeral I. The fuel system, so far as 'shown,-includes a carburetor 2, and downwardly directed pipe 3, leading to an intake manifoldl. The exhaust system includes an exhaustmanifold 5 and the usual exhaust pipe 6. U

In this method'and apparatus for accomplishing the advantageous results heretofore outlined, no throttle valve, such as is usually employed in carburetors orin the supply line leading from the carburetor to the intake manifold, is employed or if the supply line or carburetor is provided with a throttle valve, it is to be fixed in fully open position.

In the form of the invention shown in Figures 1 and 2 a conduit I is connected with the fuel supply line 3, as indicated by the numeral 8 and extends into the interior of the exhaust pipe, as indicated by the numeral 9. Pivotally mounted in the exhaust pipe adjacent the end 9 of the conduit l is a valve in adapted to seat on the inner end of the conduit, and a link I l is associated with a crank I2 fixed to the pivot of the valve for operating the same. This valve i0 is preferably of oval shape and when in fully open position, as indicated in Figure 1, will serve as a guide in directing the exhaust gases into the conduit 1. Above the inlet 9 of the conduit, any preferred type of cooling device I3 may be installed for lowering the temperature of the exhaust gases prior to their admittance into the fuel supply system.

The form of the invention shown in Fig. 3 is quite similar to that shown in Figs. 1 and 2, but is modified to the extent that the control valve I5 is mounted in the conduit I rather than in the exhaust pipe, and the receiving end of the conduit is fully open to the flow of exhaust gases from the exhaust pipe 6.

In either form of the invention, the cylinders receive a full charge of gases at each intake stroke so that the compression ratio of the engine is almost that for which the engine is designed to operate at maximum effioiency. Also, by reason of the elimination of the conventional throttle valve, the engine is designed to operate so that the manifold suction is eliminated or nearly so,

.- and the proportion of live fuel and exhaust gases entering the cylinders depend solely upon the position of the valve It, which controls the flow of exhaust gases into the fuel supply system. When the engine is being started, the valve ill will be closed or nearly so and only live fuel will be drawn into the cylinders.

Thereafter, the valve is operated just as an ordinary throttle valve wouldbe operated but in reverse manner, that is to say, as more power is desired the valve I3 is moved nearer to closed position so as to reduce the proportion of exhaust gases entering the cylinders and thereby provide for the entrance of a larger proportion of live fuel, and when full power is required the valve ill will be completely closed as shown in Fig. 2. It is thus apparent that the valve 10 operates as a proportioning valve rather than as a throttle valve, and that the proportion of live fuel entering the cylinders varies inversely to the. amount of exhaust gases entering the cylinder, and that this proportion is controlled by the flow of exhaust gases themselves.

By reason of the present method and apparatus for forming fuel charges, the efficiency of the en glue is increased by reason of the uniform compression pressures throughout all ranges of operation of the engine, and also by reason of the that both the apparatus and method may be changed as to minor details without departing from the spirit of the invention, and it is intended that all such changes be included within the scope of the appended claims.

I claim:

1. An internal combustion engine including a valveless fuel supply system, an exhaust pipe, and means associated with the exhaust pipe and fuel supply system for inversely proportioning the amount of live fuel and exhaust gases entering the cylinders.

2. An internal combustion engine including a valveless fuel supply system comprising a carburetor, an exhaust pipe, a conduit connecting the exhaust pipe and the fuel supply system at a point between the carburetor and intake manifold, and a valve for controlling the flow of exhaust gases through the conduit, whereby the charge of live fuel entering a cylinder is inversely proportional to the amount of exhaust gases entering the cylinder.

3. An internal combustion engine including a valveless fuel supply system, an exhaust pipe, means associated with the exhaust pipe and fuel supply system for inversely proportioning the amount of live fuel and exhaust gases entering the cylinders, and means for cooling said gases.

4. The method of forming full volumetric charges for the cylinders of internal combustion engines and of regulating the flow of live fuel thereto, which comprises regulatin the flow of exhaust gases into the cylinders and freely flowing live fuel thereto in inverse proportion to the exhaust ases entering the cylinders.

5. The method of forming full volumetric charges for the cylinders of internal combustion engines and of regulating the flow of live fuel thereto, which comprises cooling exhaust gases and regulating the flow thereof into the cylinders, and freely flowing live fuel into the cylinders in inverse proportion to the exhaust gases entering the cylinders.

6. The method of forming full volumetric charges of varying proportions of live fuel and exhaust gases for the cylinders of internal combustion engines which comprises regulating the flow of exhaust gases into the cylinders and thereby inversely proportionin the flow of live fuel to the cylinders.

WALTON W. CUSHMAN.

REFERENCES CITED The following references are of record in the file of this patent:

UNITED STATES PATENTS Number 7 Name Date 1,170,788 Walch Feb. 8, 1916 1,420,615 Weber June 20, 1922 1340.956 Ballenger Jan. 2, 1923 1,675,623 Taub July 3, 1928 1,706,861 Pokorny Mar, 26 1929 1,895,381 Genety Jan. 24, 1933 2,408,846 Golden et a1. Oct. 8, 1946 

